Railway-traffic-controlling apparatus



Aug. 25,, 1925. 1,550,854 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed March 20. 1925 INV ENTOR 3 ATTORNEY dicated by the arrow,

l at,

Patented Aug. 25, 1925.

UNITED STATES PATENT OFFICE.

HERBERT A. WALLACE, F EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A COR PORA'IION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed March 20, 1925.

To all whom it may concern.

Be it known that I, HERBERT A. VVALLAcn, a citizen of the United States, residing at Edgewood Borough, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-TrafficControlling Apparatus, of which the following is a specification.

My invention relates to railway trafiic controlling apparatus of the type comprising train carried governing means controlled by energy received from the trackway. The present invention is particularly well adapted for, though in no way limited to, apparatus of this character wherein the governing means on the train requires the continuous supply of energy from the trackway to prevent an automatic brake application.

In apparatus of this nature it has been suggested to provide restraining apparatus on the train under the control of the engineman for preventing the automatic application of the brakes if the engineman takes suitable action at the time of cessation of the supply of energy from the trackway; and it has also been suggested to provide auxiliary means located at intervals in the trackway for supplying energy to the track way after the cessation of the normal supply of energy, thereby causing an automatic brake application when the auxiliary supply of energy ceases unless the engineman again operates the restraining apparatus already mentioned.

One feature of my present invention is the provision, in a system of the type described, of novel means for checking the condition of the auxiliary means located in the trackway for supplying energy to the train.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagram- 'matic view showing one form of trackway apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate the track rails of a stretch of railway track over which trafiic normally moves in the direction in- These track rails are Serial No. 17,016.

divided, by means of insulated joints 2, in

to a plurality of successive track sections A-B, B-C, etc. Each track section is provided with a track relay, designated by the reference character K with an appropriate exponent, and comprising two windings 9 and 10. One winding 9 of each relay K is connected across the rails adjacent the entrance end of the corresponding section, and the remaining winding 10 of each such relay is constantly supplied with alternating current from secondary 14 of an associated line transformer designated by the reference character T with an appropriate distinguishing exponent. The primary 15 of each line transformer T is constantly supplied with alternating current from a suitable source, such as an alternator M, over line wires 3 and 8 Associated with each track relay K is a repeater relay designated by the reference character P with an exponent corresponding to he location, and also a checking relay designated by the reference character Q with a distinguishing exponent. Each track section is provided with a trackway signal designated by the reference character S with an appropriate exponent. In the form here shown each signal S comprises three electric lamps R, Y and G arranged when lighted to display a stop, a caution, or a proceed indication, respectively, but this particular form of signal is not essential.

Alternating track circuit current is supplied to each section from an associated track transformer designated by the reference character D with a suitable exponent, and having a secondary 17 constantly connected across the rails, through the usual impedance 16, adjacent the exit end of the associated section. The relative polarity of the current supplied to the primary 19 of each track transformer D is controlled by the repeater relay P for the section next in advance. Referring, for example, to trans former D when relay P is energized, current flows from secondary 14 of transformer T through wires 20 and 21, front contact 22 of relay P wire 23, primary 19 of transformer D wire 24:, front contact 25 of relay P and wires 26,27, 60 and 61, back to secondary 14 of transformer T When this circuit is closed section A-B is supplied with track circuit current of one relative polarity, which I will term normal relative polarity and armatures 49 and 38 of track relay K are swung to the right to close their normal contacts. lVhen relay P is de-energized, current flows from second ary 14 of transformer T through wires and 21, back contact of relay P wire 24, primary 19 of transformer D wire 23, back contact 22 of relay P and wires 26, 26, 27, 60 and 61, back to secondary 14 of transformer T When this circuit is closed section A-B is supplied with track circuit current of the other relative polarity, which I shall term reverse relative polarity, and armatures 49 and 38 of relay K are swung to the left to close their reverse contacts.

Relay P is provided with a pick-up circuit which may be traced from secondary 14 of transformer T through wires 61 and 34, front contact of checking relay Q wires 36 and 37, normal or reverse point of contact 38 of relay K wire 39, winding of relay P and wires 40 and 20 back to secondary 14 of transformer T A stick cir cuit for relay P may be traced from secondary 14 of transformer T through wires 61, 60 and 41, front contact 42 of repeater relay P wires 43 and 37, normal or reverse point of contact 88 of relay K wire 39, winding of relay P and wires 40 and 20 back to secondary 14 of transformer T. It will therefore be plain that if relay Q is energized, relay P will pick up provided that track relay H is energized in either the normal or reverse direction, and that having once become energized, relay P will remain in its energized condition by virtue of its stick circuit as long as relay K is energized in either direction, even though relay Q becomes deenergized.

Means are also provided for supplying each track section with a second train controlling current which flows through the two rails of the section in parallel and which I will hereinafter call loop current. For this purpose I provide each section with an impedance 4 connected across the rails adj acent the entrance end of the section. a similar impedance 8 connected across the rails adjacent the exit end of the section, and two other impedances 5 and 6 connected across the rails at an intermediate point in the section. Still another impedance 7 is connected across the rails a short distance in the rear of impedance 8. The connections for the loop circuits are made to the mid points of these impedances. The immediate source of loop current to each section is a loop transformer designated by the reference character L with an exponent corresponding to the location and having a primary 13 constantly supplied with alternating current from secondary 14 of the adjacent line transformer T. Referring particularly to section A-B, loop current is constantly supplied to this section between impedances 4 and 5 from a secondary winding 12 of loop transformer L over a circuit which will be clear from the drawing without further explanation. \Vhen relay 1? is energized loop current flows from secondary 11 of loop transformer L through wire 28, front contact 29 of relay P and wire 30, impedance 6 in section AB, through both rails of the section in parallel to impedance 8, and thence by wire 31 back to secondary 11 of transformer L lVhen relay P is deenergized the circuit just traced is broken but current then flows from secondary 11 of loop transformer L through wire 28, back contact 29 of relay P wire 32, winding of relay Q, and wire 33 to impedance 7 in section AB, through the rails of the section in parallel to impedance 8 and thence by wire 31 back to secondary 11 of transformer L It is therefore clear that when relay P is energized loop current is supplied from transformer L to section A-B between impedances 6 and 8 and relay Q is de-energized, but that when relay P is deenergized loop current is supplied to section i i-B from transformer L between impedances 7 and 8 in series with relay Q which relay is then energized.

Each signal is supplied with energy from a secondary 18 of the adjacent track transformer D. Considering signal S for example the proceed circuit for this signal may be traced from secondary 18 of transformer D through wire 44, back contact 45 of relay Q wire 46, front contact 47 of relay P wire 48, normal contact 49 of relay K wire 50, proceed lamp G of signal S and wire 51 back to secondary 18 of trans former D This circuit is closed only when relay Q is de-energized, when relay P is energized, and when relay K is energized in the normal direction. If relay P is energized and relay Q is de-energized and relay K is energized in the reverse direction, current flows from secondary 18 of transformer D through wire 44, back contact 45 of relay Q wire 46, front contact 47 of relay P wire 48, reverse contact 49 of track relay K wire 52, caution lamp Y of signal S and wire 51 back to secondary 18 of transformer D The stop lamp R- of signal S is provided with a first circuit which passes from secondary 18 of transformer D through wire 44, back contact 45 of relay Q wire 46, back contact 47 of relay P wires 53 and 54, stop lamp R of signal S", and wire 51 to secondary 18 of transformer D Another stop circuit may be traced from secondary 18 of transformer D through wire 44, front contact 45 of relay Q wires 55 and 54, stop lamp R of signal S and wire 51 back to secondary 18 of transformer D It follows that stop lamp R of signal S is energized whenever relays P and Q are both de-energized, and also when relay Q is energized.

The trackway apparatus illustrated in the accompanying drawing is suitable for co -operation with train carried governing means in such manner that when the train is supplied with track circuit current and also with loop current the train receives a proceed indication, and an automatic application of the brakes is prevented, but that when the supply of either or both of these currents is interrupted the train will receive a stop indication and the brakes will be antomatically applied unless the engineman takes suitable action to prevent such appli cation.

As shown in the drawing the section to the right of point C is occupied by a train indicated diagrammatically at V. Relay K is therefore de-energized, and this in turn ole-energizes relay P Section B-C is supplied with track circuit current of reverse relative polarity, and loop current is supplied to this section between impedances 7 and 8 in series with the winding of relay Q which relay is therefore energized. Signal S therefore indicates stop, its stop lamp R b'eino energized over front contact 45 of relay Q Relay K is energized in the reverse direction and relay P is held in its energized. condition over its stick circuit but relay Q is deenergized. Caution lamp Y of signal S is therefore lighted and section AB is supplied with track circuit current of normal relative polarity. Loop current is also supplied to this section between impedances 6 and 8 from secondary 11 of transformer L Relay K is energized in the normal direction, and repeater relay P is energized over its stick circuit, but relay Q is de-energized. Lamp G of signal S is therefore lighted to indicate proceed, track circuit current of normal relative polarity is supplied to the rails of the section to the left of A, and loop current is supplied to the rails of that section between impedances 6 and 8. Loop current is of course supplied constantly to each section between impedances 4 and 5.

I will now assume that a second train moves through the stretch of track shown in the drawing.

When this train enters section AB, relays K and P become de-energized and relay Q becomes energized. Signal S then indicates stop, but the train receives a proceed indication throughout section A-B and therefore an automatic application of the brakes is prevented. When the train moves into section BC, relays K and P become de-energized and relay Q becomes energized, thereby causing signals S to indicate stop. The train receives a caution indication between point B and impedance 5 in section B-C. After passing that point, the supply of loop current is interrupted and the brakes on the train will be applied unless the engineman takes suitabel action to prevent such application. lVhen the train passes impedance 7 track circuit current and loop current are again supplied to the train carried governing apparatus and when the train passes impedance 8 the interruption of loop current will again cause an automatic application of the brakes unless the engineman again takes suitable action to prevent such application.

When the rear of the train moves out of section A-B, relay K becomes energized in the reverse direction, thereby closing the pickup circuit for relay P over front contact 35 of relay Q Relay P then becomes energized. The opening of back contact 29 of relay P opens the circuit for relay Q which relay then becomes ole-energized. The pick-up circuit for relay P is now broken at front contact 35 of relay Q5, but relay P is maintained in its energized condition by current through its stick circuit including its own front contact i-Q. Signal S therefore indicates caution. As the train moves out of section B-C, relay K becomes energized in the reverse direction, relay P becomes energized and relay Q becomes tie-energized just as explained in connection with the corresponding relays for section AB. Signal S then indicates caution. The picking up of relay P reverses the relative polarity of the track circuit current supplied to section AB, and relay K becomes energized in the normal direction. Signal S then indicates proceed, but the remaining apparatus at point A is not affected.

From this explanation it will be plain that as the train proceeds through the stretch of track shown in the drawing the repeater relay P for each section is not picked up when the train leaves the section unless the associated checking relay is energized, but that the repeater! relay is subsequently held in the energized condition as long as the associated track relay is energized in either direction.

It will also be plain that the circuit for supplying loop current to the rails of the section in the rear of an occupied block between impedances 7 and 8 is really an auxiliary train controlling circuit which makes it necessary for the enginernan to take suitable action to prevent a brake application just before entering an occupied section. Should one of these auxiliary circuits, as for example the circuit for supplying loop current to section BC between impedences 7 and 8, be broken or should the supply of loo-p current to this portion of the section for any reason be interrupted, it

will be apparent that with the section to the right of C occupied a second train passing from section BC would not receive a brake application at point C and consequently such second train might enter the occupied section to the right of point C without being properly under control. it will be noted however that with my inven tion should this auxiliary circuit be broken or should the supply of current thereto be interrrupted, relay Q will be deenergized but signal S will continue to indicate stop, the circuit for lamp R being over back contact 41-7 of relay P and back contact if) of relay Q Now should the train V move out of the section to the right of point C the energization of relay K will not complete the pick-up circuit for relay P because this pick-up circuit is open at front contact of relay Q and relay P therefore remains in its de-energized condition. Signal S therefore continues to indicate stop.

It should also be pointed out that should the checking relay Q stick in its energized position when relay P closes, the stop circuit for the associated signal S will be closed at front contact 45 of relay Q and the caution and proceed circuits for this signal will be open at back contact 45, so that signal S will indicate stop irrespective of the condition of the rest of the apparatus. It is, then manifest that with my invention the relay Q, not only checks the integrity of the auxiliary loop circuit but the operation of this checking relay itself is checked by carrying a stop circuit for the associated signal over a front contact of the checking relay, and the caution and proceed circuits over a back contact thereof.

Although I have herein shown and clescribed only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traflic controlling apparatus comprising a stretch of railway track divided into sections, a signal for each section, a main train controlling circuit for eaclisection including the track rails of the section, an auxiliary train controlling circuit for each section, and means for controlling each signal by the auxiliary train controlling circuit for the section next in rear.

2. Railway trafiic controlling apparatus comprising a section of railway track, a

' track relay for said section arranged to be energized in a normal or a reverse direction or to be de-energized depending upon traf'ric conditions, a repeater rela, a train controlling circuit including a track rail adjacent said section, means controlled by said train controlling circuit for energizing said repeater relay when said track relay is energized in the normal or the reverse direction, means not controlled by such circuit for subsequently maintaining said repeater relay in its energized condition, and a signal controlled by said repeater relay.

Railway traffic controlling apparatus comprising a section of railway track, a track relay for said section arranged to be energized in a normal or a reverse direction or to be de-energized depending upon trailic conditions, a repeater relay, a train controlling circuit including at least one track rail in said section, a checking relay included in said train controlling circuit, a pick-up circuit for said repeater relay including a front contact of said checking relay and a normal and a reverse contact in parallel of said track relay, a stick circuit for said repeater relay including a front contact of the repeater relay and a normal and a reverse contact in parallel of said track relay, and a signal controlled by said repeater relay.

Railway traflic controlling apparatus comprising a stretch of track divided into sections, a track relay for each section arranged to he energized in a normal or a reverse direction or to be de-energized depending upon tratfic conditions, a repeater relay associated with each track relay, a main train controlling circuit for each sec tion including the rails in parallel, an auxiliary train controlling, circuit for each sec tion, a checking relay for each section included in the auxiliary circuit for an adjacent section, a pick-up circuit for each repeater relay including a contact on the associated track relay and a contact on the associated checking relay, a stick circuit for each repeater relay including its own front contact and a contact on the associated track relay, and a signal for each section controlled by the associated repeater relay.

5. Railway trafiic controlling apparatus comprising a stretch of track divided into sections, a main train controlling circuit for each section extending through a comparatively large portion of the section, an auxiliary train controlling circuit for each section extending through a comparatively small portion of such section, a checking relay for each section included in the auxiliary circuit for the section next in rear, a signal for each section, and means for causing each such signal to indicate stop when the associated checking relay is energized.

6. Railway traffic controlling apparatus comprising a stretch of track divided into sections, a train controlling circuit for each section arranged to be closed/when traffic conditions are dangerous, a checking relay for each section arranged to be energized when the train controlling circuit for the section next in rear is closed, a signal for each section, and means for causing each signal to indicate stop when the checking relay for the associated section is energized.

7. Railway traffic controlling apparatus comprising a stretch of track divided into sections, a train controlling circuit for each section arranged to be supplied "with energy when trafiic conditions are dangerous, a checking relay for each section included in the train controlling circuit for the section next in rear, a track relay for each section responsive to traffic conditions, a repeater relay for each section controlled by the associated track relay and checking relay, and a signal for each section arranged to indicate stop when both the associated repeater relay and the associated checking relay are de-energized, and also when the associated checking relay is energized. 8- Railway traflic controlling apparatus comprising a stretch of railway track divided into sections, a track relay for each section arranged to be energized in a normal or a reverse direction or to be de-energized depending upon traffic conditions, a check ing relay for each section, a repeater xrelay for each section controlled by the associated track relay and checking relay, a train controlling circuit for each section including at least a part of the rails of the corresponding section and the checking relay for the section in advance, and a signal for each section controlled by the associated track relay and repeater relay and by the associated checking relay.

9. Railway traffic controlling apparatus comprising a stretch of railway track, divided into sections, a track relay for each section arranged to be energized in a normal or a reverse direction or to he cle-energized depending upon trafficconditions, a checking relay for each section, a repeater relay for each section controlled by ,the associated track relay and checking rela y, a train controlling circuit for each section including at least a part of the rails of the corresponding section and the checking relay for the sect1on next in advance and controlled by the repeater relay for the section in advance,

a signal for each section; a proceed circuit for each signal including a normal contact of the associated track relay, a front contact of the associated repeater relay, and a back contact of the associated checking relay: a caution circuit for each signal including a reverse contact of the associated track relay. a front contact of the associated repeater relay, and a back contact of the associated checking relay; a stop circuit for each signal including a hack contact of the associated repeater relay and a back contact of the associated checking relay; and a second stop circuit for each signal including a front contact of the associated checking relay.

10. Railway traffic controlling apparatus comprising a stretch of track divided into sections, a track relay for each section controlled by traffic conditions in advance, a repeater relay for each section COjgi YOllGd by the associated track relay, a tra' controlling circuit for each section controlled by the repeater relay for the section next in advance, a checking relay for each section included in the train controlling circuit for the section next in rear, a signal for each section, a stop circuit for each signalincluding a. contact of the associated repeater relay and a back contact of the associated checking relay, and a second stop circuit for each si nal including afront contact of the associated checking relay.

11. In combination, a stretch of railway track divided into sections, a train con olling circuit for each section including at least one rail of the associated section and controlled in accordance with traffic conditions, and a signal for each section controlled by the train controlling circuit for the section next in rear.

In testimony whereof I affix my signature.

HERBERT A. WALLACE. 

